Railway-traffic-controlling apparatus



Feb. 17, 1931. L. v. LEWIS 1,792,347

RAILWAY TRAFFIC CONTROLLING APPARATUS I Filed Oct. 9. 1929 2. Sheets$heet 1 @Q-JM Feb. 17, 1931.

L. V. LEWIS RAILWAY TRAFFIC CONTROLLING APPARATUS Filedoct- 9, 1929 2 Sheets-Sheet 2' a l Q aw k Y i Q mE k NN N 2 mm m E W NE R w m Patented Feb. 17, I 1931' UNlTED- S AT-E PATENT OFFI E LLOYD -v. LEWIS, or nneuwoonnononei-r, rnmrsvnvanm, nssienoa ro THE UNION {SWITCH & s enAncoMrAuY, orswrssvnnn, PENNSYLVANIA, A" .CQBBORATION on PENNSYLVANIA i nAILWAY-Tn-Arri-ocouraontrni; nnreas'rus Applicati on filed. Qetober 9, 192 3. SeriaI No, 395,334. f

j invention relates to railway traliic controlling apparatus, and particularly to apparatus of the type involving brake-applying and speed-governing means onajtrain controlled by suitable devices in the trackway.

, One feature of my invention is the provi, sion of novel and improved'means for preventing an automatic brake application and imposing a fixed speed limit on a train in trackway apparatus embodying my invention. Fig, 2 is a view, partly diagrammatic and partlyin section, showing one form of train carried apparatus embodying my invention, and suitable for use with thetrachway apparatus shown in Fig. 1. Fig. 3'is a diagrammatic view showing a modification of the trackway apparatus illustrated in Fig. 1 and also embodying my invention. Fig. 4 is a view showing a modification of the tnain-carried apparatus shown in Fig. 2 and suitable for use with the trackway apparatus shown in Fig. 3 and also embodying my in vention. v Q Similar reference ,charactersrefer. to similar partsin each of'the several views.

Referring first to Fig. 1, the reference characters 1 and l? designate the track rails of a stretch of railway track along which' traffic normally moves in thedirectionindicated by the arrow. These rails are divided by insulated joints 2 to form a plurality of track sections AB, BC, etc. Each section is provided with a track circuit comprising a transformer '3, the secondary of which is joint 8, located in rail 1, a short distance in the rear of the leaving end of the section, and this joint may conveniently be one or two rail lengths in the rear of the insulated auxiliary relay X will, therefore,.be energized at all times except when the wheels and axles of a train are between the asso- 'ciated insulated joint 8 and the point at which transformer 3jis connected with the tlaclgfrails. Each tracl; section is provided with a train stopping device designated by the reference character '1 with a suitable eX- ponent. As hereshown, each of these devices is of the mechanical trip typegcomprising an arm which normally occupies an active or tripping position, but which may be moved to an inactive or nontripping position by the energizationofa mechanism which forms a part of the device. Each device is located in the rear of the associated section, and is preferably located very close to the insulated joint 8 in the section next inthe rear. 7 Each of thesedevices T is provided with a main circuit and an auxiliary circuit. Considering the device T for example, the main circuit for this device is from terminal B of a suitable source of current, through front cont-act l of track relay R front contact 6 of auxiliary, relay X front contact 5jof track relay 3?, and the operating mechanism of the device T to the other terminal of the same source of current. It follovrsthat so far as this circuit is concerned, the device T will be heldlin its non-tipping position when sections 13-0 and (1-D are unoccupied, but will assume its tripping position when either or both of these sections are occupied by car or train. The auxiliary circuit for de vice T is from terminal B,through back contact 7 of relay X and the operating mechanism of the device T 'to terminal 0. It followstha't, regardless of the condition of the a joint 8 and the point of connection of the transformer 3 with the track rails.

Referring now to Fig. 2, it is to be understood that all of the apparatus shown in this view is carried on a car or other railway vehicle, and that this car is provided with a pipe U which, when vented to atmosphere, will cause an automatic application of the brakes. For present purposes, I will assume that this pipe is the brake pipe of the usual braking system. Connected with the brake pipe U is a brake application valve F, comprising a valve member 21 which is biased by a spring 22 to such position as to close an exhaust port 55 leading to atmosphere. The pressure on the two sides of the valve member 1 is equalized by a small orifice 21 in this member, whereby when the pipe 23 connected with the right-hand end of the valve is closed, the pressure is equalized and the-valve member 21 occupies its left-hand position wherein the exhaust port is closed. hen pipe 23 is opened to atmosphere, however, the pressure on the right-hand side of member 21 is reduced, whereupon the brake pipe pressure on the left-hand side of this member will cause the member to be moved to the right to open he brake pipe U to atmosphere through the port Member 21 will then remain in its right-hand position until the pressure in the brake pipe is reduced to a very small value, whereupon this member will be restored to its closing position by the action of spring The brake application valve F is at times controlled by a pilot valve G, which in turn is controlled by the traclrway tripping devices T of Fig. 1. This pilot valve G comprises a trip arm 11 which projects downwardly and is arranged to be engaged by each trackway device T when such device is in the tripping position but not when the device is in the non-tripping position. The trip arm 11 is biased by centering springs (not shown) to a middle position so that it automatically returns to this position after it has been swung by a trippingdevice T. Vfhen the trip arm 11 is swung by the tripping device, a cam 13 attached to this arm wi l raise a roller 14 attached to a vertically sliding member 56, and this member in turn will raise a valve 16 which is attached to a sliding piston 12. A pipe 15 enters the lower end of the casing of the valve (1, and this pipe is disconnected from atmosphere when the valve 16 is closed. When the valve 16 is raised by the operation of trip arm 11, a passage 17 will be connected to atmosphere through an exhaust port 57, reducing the pressure above piston 12 so that the pressure in pipe 15 acting on the underside of this piston will. cause the piston to rise further against the action of a spring 19, thus providing a direct connection from pipe 15 through valve 16 and port to atmosphere. As the pressure in pipe is reduced, spring 19 will tend to close valve 16, but this valve is so constructed that the exhaust from pipe 15 is cut oil before piston 12 reaches its lowest position. It follows that the outfiowing air will maintain a differential pressure on piston 12 to hold valve 16 open. In order to close valve 16 the motorman must reduce the pressure in pipe 15 to a very low pressure so that the pressure below piston 12 will be less than the pressure exerted by s ring 19. A valve device of this character is disclosed in Patent No. 1,243,782 granted to V7. V. Turner on October 23, 1917.

The pipe 15 is normally connected with pipe 23 through a pipe a1 and a port 42 in a forestalling va ve K hereinafter explained, with the result that it the trip arm 11 is operated by a tracliway device the pressure in pipes 15 and 23 will be reduced so that the brake application valve F will be opened to cause an automatic application oi the brakes unless the engineer takes proper action as herein"- after explained.

Also connected with the pipe 23 is an auxiliary pilot valve H comprising a valve member 24- biased by a spring 25 to an open position but normally held closed against the action of this spring by fluid pressure acting on a diaphragm 27. W hen the pressure on diaphragm 27 is reduced, the valve member 2% will move to the right, thereby connecting the pipe 23 with atmosphere through an exhaust port 26, with the result that the brake application valve F will be operated to cause an automatic application of the brakes.

The forestalling valve K comprises a valve body 30 containing a slide valve .31 operated by a piston 32 sliding in a cylinder formed in the left-hand end of the valve body 30. The valve body 30 is constantly connected with a source of fluid pressure, such as the main reservoir of the braking system, through a pipe 58, and the piston 32 is provided with a. small orifice 32, so that normally the pressures on the two sides of this piston are equalized. The slide valve is biased toward the right by a spring 33, so that when the air pressures on the two sides of piston .32 are equal ized, this piston and the slide valve occupy their right-hand positions, in which they are shown in the drawing.

The pressure on the left-hand side of piston 32 may be reduced by the operation of manual forestalling device L. This device comprises a normally closed push button valve connected with a pipe which pipe in turn is connected with the cylinder on the left-hand side of piston 32. It follows that normally the pipe 3 1- is closed, but that when the push button valve L is operated, this pipe will be opened to atmosphere through an exhaust port 35, so that the pressure on the lefthand side of piston 32 will be reduced. This will result in a movement of the piston and slide valve to the left, whereupon, the lefthand side of piston 32 will become connected with a timing reservoir 38*throu-gh a passage 36 in the body; of; the iorestalling valve, a

, pe t39 n flies q i v lve' 31, n l r p The pipe 37 is normallyco-nnected with at mosphere through the port 39 andan exhaust port 40 lVhen the slide valve is moved to hi l e t -el sm er tthe le o th Pi on is connected through port 31 to the empty reservoir- 38 which willthen charge slowly through piston ,oriiice 32 so thata considerable period of time will elapse'before' the pressure on the lefityhandside of the piston ea he ub antia y he sam lue s t e pressure onv the right-hand side." This period of time may, for example, be seconds. When the pnessures have become sub stantially, equalized; the piston 32v and slide valve 31 will be returned. to their right-hand positions due to the pressure exerted by spring 33. a V

. l/Vhen the forestalling valve K is in itsnormalpositiomthe diaphragm 27 of the auxiliary pilot valve H is connected, through port 43 in slide valve ':31 and pipe 28, with pipe 58 which leads to ,a source of fluidpressure,

so that valve member 24 is heldjclosed and the valve ll canhave no influence on-th'e brake, application valve F;

When the forestalling valve K is reversed, pipe 41 will be disconnected from pipe 15 andjthe former pipe willbe blanked by the slide valve 31, so that the ilot valve G will be dlSCOIlIlGCbCljflQlll the; valve F. At the same time,' pipe 28 will be disconnected from the source of'fiuidpressure and will be connected by port44 with a pipe 29 leading to a speed controlvalve N. The valve Ncomprisesa valve member 49 controlled by aspeecL control magnet: M in such manner that when the magnet is energized the pipe 29 is connected-with apipe. 58?

leading'tobthe source, of fluid pressure; whereas, when the magnet is. de-energized the pipe 29 isdisconnected from pipe 58 and is connected with atmosphere-through an exhaust portj50 and also with a whistle The magnet 'M is provided with a circuit which includes a contact 53 operated by a A aport45 in the slide valve'3l and an exhaust port1'47 under thisconClition, the contact 48 is open. When the e forestalling valve is reversed, however, pipe 46 is disconnected from atmosphere .aridis opened to the body rake, application f: he a ve Kreml o s uppl d t flu d pressure through pipe 58*. Under this condition the cutoutcontact 48 is closed. 7

Referring now to Figs. 1 and 2, theoperation of the system as, a whole is as follows:

As shown inFig. 1, section G-D is occupied by a train E, so that tripping devices T and T are both in their tripping positions, and signals S and S both indicate Stopfl Tripping device T at the entrance to section is in its-non-tripping position, and the signal S vfor this section indicates Caution.

I will now assume that a car or train equipped with the apparatus shown in Fig. 2 enters the stretch oftrack shown in Fig; 1. As this train approaches section AB, it will not be affected bythe tripping device T but as the train approaches section BC, the pilot valve G will be operated by the tripping device T and the brakes will'be automati cally applied unless the engineer operates the iorestalling push button L. If the engineer does operate this button, the pressure on the left-hand side of piston 32 of the forestalling valve K will be reduced, sothat this valve will lie reversed, with the result that the pilot valve G will be disconnected from the brake valve Rand the operation of the pilot valve G by the tripping device will not cause an automaticapplication of the brakes. Atthe Same time, the auxiliary, pilot valve H will be ,connected with the speed control valve ML The cut-out contact, 48 will be closed, so that if the speed of the train is below 10 Iniles'per hour magnet will be energized,;with the, result that the auxiliary pilot valveH will be supplied with fluid pressure from pipe 58 and so this valve will beheld closed. If,

however,-the speed of the train is above ten 1 miles per hour, magnet M will be de -energized, so that pipe 29 will beconnectedwith atmosphere, with the result that pilot valve lllil H will open and so will reduce the pressure in pipe 23 tocause an automatic application of 3 the brakes. The forestalling valve K will remain in its reversed position for 30 sec onds, and if at any time during thisperiod the speed of the train exceeds 10 miles per hour, magnet M will become (lo-energized 1:1

and an automatic application of the brakes Willo'ccur. For ordinary lengths of track sections, the period of 30 seconds will be sufficient toinsure that the tram will be unable to accelerate to a dangerous speed before reaching the next signal.

W hen the train passes the tripping device T it will open the auxiliary relay X thereby closing the auxiliary circuit for the tripping device T with the result that this del vice will be held in its non-tripping position as long as any part of the train is passing over it. It follows that if the train equipped with any other pilot valves G, such er valve l imtbe p ted y; his evice. hen the train passes the tripping device T the engineer must again acknowledge by the operation of the push button L in ordcr to avoid an automatic brake application.

The reason for the insulated joints 8 and the auxiliary track relays X, is to insure that if two trains are separated by one or more train lengths, the second train will always have automatic stop arotection. In other words, the apparatus provides for recurrent acknowledgement at each successive stop signal passed by a train which is following closely a train ahead moving at slow speed.

Returning to the operation of the appara tus shown in Fig. 2, I will assume that the engineer has acknowled ed a stop signal, and that during the SO-second time interval provided by the timing reservoir 38 the speed of the train rises above 10 miles per hour. This will result in the opening of contact 58, so that magnet M will become de-energized. A timing reservoir 59 is connected with the pipe 28 and is so proportioned as to provide a time interval of about 5 seconds between the reversal of valve 49 and the reversal of the diaphragm 27. During this 5-second interval, the exhaust of air from pipe 29 will cause the whistle iv to sound, thereby notifying the engineer that unless the speed of the train is immediately reduced to 10 miles per hour a brake application will occur. If the speed is reduced to this value prior to the operation of valve H, the automatic application of the brakes will be pr vented. Then the 30-second interval provided by the ti1ning reservoir 7 38 expires, the forestalling valve K will return to its normal position, and the engineer will be apprised of this fact by a short blast from the whistle W due to the escape of pressure in pipe 29 when magnet M is de-energized.

Referring now to Figs. 3 and l, the apymratus shown in these views is the same as that shown in Figs. 1 and 2, except as to the means for restoring the acknowledging valve K to its normal position afterit has been reversed by the operation of the push button L. In 4 the pipe 37, instead of leading to a timing reservoir, leads to a reset valve N comprising a valve member 70 controlled by a reset magnet M When the magnet is ale-energized, pipe 37 is connected with atmosphere through an exhaust port 71, so that after the forestalling valve K has been reversed it will stay in the reverse position until magnet M becomes energized. When this occurs, valve 70 will be reversed to disconnect pipe 37 from atmosphere and to connect his pipe with a pipe 58 leading to he source of fluid pressure.

The reset magnet M is controlled by a reset relay J, which in turn is controlled by a train carried receiver Z co-acting with trackway inductors Y. Referring to Fig. 3, an in ductor Y is located adjacent each signal. The winding 61 of each inductor Y is provided with a circuit which passes from terminal V of a source of alternating current, through front contact 60 of the adjacent track relay R, and the winding 61 to terminal 0 of the same source. It follows that each inductor Y is energized when the associated track relay is energized, and deencrgized when the track relay is de-energized. Although illustrated in the drawing each inductor Y is located a short distance in advance of the entrance to the associated section, this is done only to avoid crowding the drawing; in actual practice each inductor is located substantially opposite the insulated joints so that it will not become (ire-energized until after it has been passed by the receiver Z.

Referring again to Fig. i, the receiver Z is provided with a winding 72 which is connected with the input terminals of a fulh wave rectifier 62, a condenser 63 being connected across the terminals of the winding 72 for tuning and filtering purposes. The output terminals of the rectifier (32 are connected with the winding of the reset relay J. It follows that when the train passes over an energized traclrway inductor, relay J will be momentarily energized, and so will close its front contacts. If the forestalling valve has been reversed, and if the speed of the train is below 10 miles per hour, a stick circuit for relay J will then be closed, which circuit passes from terminal B, through 1 speed governor contact 53, wire'6 l, Contact 1-8 of the pressure-responsive device Q, wires 65 and 66, front contact 67 of rela J, and the winding of this relay to terminal 0. lay J will therefore remain energized until either contact 53 or contact 4:8 opens. Magnet M will then become energized by a circuit which passes from terminal B, through speed governor contact 53, wire 64, cut-out contact 48 wires 65 and 66, contact '73 of relay J, wires 68 and 69, and the winding of magnet M to terminal 0. This will cause magnet M to become energized, and this in turn will reverse valve member 70 of the reset valve N so that pipe 37 will be connected with the source of fluid pressure, with the result that the forestalling valve K will return to its normal position. This will cut off the source of fluid pressure from the pres sure-responsive device Q, so that contact 48 will open, with the result that the reset magnet M and the reset relay J will both become tie-energized.

It follows from the foregoing that with the apparatus shown in Figs. 3 and 4, when the engineer has acknowledged a stop signal, the speed limit imposed by contact 53 will remain effective until the train reaches the next signal giving a caution or proceed indication,

that is, until thetrain, enters a tracklsection the track relay R of Which is energized: iv

In'Fig. 2,.ithe Wire, 54 may. extend togcorresponding equipment at: the other endof the car or train, it beingmoted that one centritugal device B is all that is necessaryf-or each car or group of cars provided-- withfthe apparatus 'shown in this view. .The same thing is true in Fig. 4:, except that the three wires 64, 65 and 69. would then be extendedto the. equipment at theother end ofthe car or train, only one reset relay, rectifier, receiver, and, centrifugal: device, being required, regardless ofthe number of train control equip ments on the car or train v 7 Although I have herein shown and de scribed only a few forms otaapparatus embodying myzinvent-ion, it, is understood that various changes and modifications; may be made thereinwithin the scope, of the appended claims Without departing from the spirit and scope ot'my invention, i i

Having thus described my invention, What Icl-aimis:

1 Train carried brake controlling appa ratus comprising a brake application valve, a pilot valve controlled from the trackway and normally connectedWith said brake application valve, an auxiliary pilot valve; 01 stantly-connect-ed with said brake application valve, but normally held closedregarc less of the speed of the train, and manually operable means for disconnecting said track vvaycontrolled pilot Valve from said brake a valve and placing said auxiliary pilot valve under the control otthe train speed.

2. Train carried brake controlling apparatus comprising a brake, application valve, a pilot: valve controlled from the-track way andnormally connected with said brake application valve, an auxiliary pilot valve con stantly connected with said brake appllcation valve, but normally held closed regardless of the speed of the train, a speed governor operatively connected with an axle of the train, a-contact operated by said governor and closed or open according as the tram speed is below or above a given valve, a normally open cutout contact, a speed control magnet, a circuit for said magnet including said speed governor contact and said cut-out contact, a speed control valve operated by said magnet, and manually operable means for disconnecting said trackway controlledv pilot valve from said brake valve and at the same time closing said cut-out contact and placmg said auxiliary pilot valve under the control of said speed control valve.

3. Train carried brake controlling apparatus comprising a brake application valve, a pilot valve controlled from the trackway and normally connected with said brake valve, an auxili ry pilot valve constantly connected with said brake valve, a pneumatic device for operating said auxiliary pilot valve and norabove a given value,

urc fii mally connected with a source ffluidPl-QS- suretohold the valve closed, a pipe, manually operable means; for disconnecting said-track Way. controlled valve from said brake valve and iforfat the same time disconnecting said pneumaticdevice from said source of fluid pressure and connecting it with said pipe, and means for connecting said pipe with said source, of fluid pressure or with atmosphere according asthespeed otthe train isbelow or 4. Train carried brake controlling apparatus comprising a brake application valve, :1 pilot valvecontr clled from thetrackway and normally connected With said: brake valve, anauxiliary-pilot valve, constantly connected with said brake valve, a pneu matic device fpr operating said auxiliary pilot valve and normally connected with a I pressure to hold the valve closed, a pipe, aspeedccontrol magnet, a

speed'control valve operated by saidmagnet for connecting said pipe with a source offiuid pressure or with atmosphere according as the magnet is energized orv de -energizec l a normally open 7 cutout contact, a speed con trolled contact closed or open according as the speed of thetrain is b elow or above a given value, a circuit for said magnet including said cut-out contact andsaid speed controlled contact, and manually operable means for disconnecting said traclzway controlled pilot valve from said brake valve and at the same time disconnecting said pneumatic device from theso urce of pressure and connecting it with said pipe and also closingsaid cut-out contact.

5; Train carried brake controlling apparatus comprising a brake application valve, a pilot I valve controlled from the trackway. and normally connected with said brake application valve, an auxiliary pilot valve coilstantly connectedwith saidbral e application valve, but normally held closed regardless of the speed of thetrain, a forestalling valve having anorn'j al position, manually operable means for reversing said forestalling valve, an m an responsive to rev rsal t sai foxet ll l le valve qr di con ic ti g sa d. t a k. ts-y trql d p lq v ve f om Sa ake lv an placin aid u ia y Pi val e under the control of the speed of'tlie trainl i 6. Train carried brake controlling apparatus comprising a brake application valve, a pilot valve controlled from the .trackway and normally connected with said brake application valve, an auxiliarypilot valve constantlyconiiectedivith said brake application valve, but normally held closed regardless oi the speed of the train, 'a speed governor opra ive y 9 1,1 ec with an o the train, a ea liest reat, by s 1. Sem nar a d d 9 see w as the m sp ed l fet iiasilsti a in? enl ven),

cuit for said magnet including said speed governor contact and said cut-out contact, a speed control valve operated by said magnet, a forestalling valve having a normal position, manually operable means for reversing sald foresta lling valve, and means operating when said forestalling valve is reversed to disconnect said trackway controlled pilot valve from said brake valve and to close said cutout contact and to also place said auxiliary valve under the control of said speed control valve.

7. T rain carried brake controlling'apparatus comprising a brake application valve, a pilot valve controlled from the trackway and normally connected with said brake application valve, an auxiliary pilot valve constantly connected with said brake application valve, but normally held closed regardless of the speed of the train, a forestalling valve having a normal position, manually operable means for reversing said forestalling valve, means controlled from the trackway for restoring said forestalling valve to its normal position, and means operating while said forestalling valve is in the reversed position to disconnect said trackway controlled pilot valve from said brake valve and to place said auxiliary pilot valve under the control of the speed of the train.

8. Train carried brake controlling apparatus comprising a brake application valve, a pilot valve controlled from the trackway and normally connected with said brake application valve, an auxiliary pilotrvalve constantly connected with said brake application valve, but normally held closed regardless of the speed of the train, a speed governor operative ly connected with an axle of the train, a contact operated by said governor and closed or open according as the train speed is below or above a given value, a normally open cut-out contact, a speed control magnet, a circuit for said magnet including said speed governor contact and said cut-out contact, a speed control valve operated by said magnet, a forestalling valve having a normal position, man ually operable means for reversing said forestalling valve, a reset valve arranged when energized to restore said forestalling valve to its normal position, a reset magnet for the control of said reset valve, a reset relay, means controlled from the trackway for momentarily energizing said reset relay, a stick circuit for said reset relay including said speed governor contact and said cut-out contact, a circuit for said reset magnet including a front Contact of said reset relay and saidcut-out contact as Well as said speed governor con tact, and means operating while said forestalling valve is in its reversed position to disconnect said trackway controlled pilot valve from said brake valve and to close said cut-out contact as well as to place said auxiliary pilot valve under the control of said speed control valve.

9. Train carried brake controlling apparatus comprising a brake application valve, a pilot valve controlled from the trackway, an auxiliary pilot valve connected with said brake application valve, a forestalling device having a normal position, manual means for reversing said device, means operating when said device is in the normal position for connecting said trackway controlled pilot valve with said brake valve and'rendering said auxiliary pilot valve ineffective regardless of the speed of the train, and means operating when said forestalling device is reversed to disconnect said trackway controlled pilot valve from said brake valve and to place said auxiliary pilot valve under the control of the train speed.

10. Train carried brake controlling apparatus comprising a brake application valve, a pilot valve controlled from the traekway and normally connected with said brake application valve, an auxiliary pilot valve constantly connected with said brake application valve, but normally held closed regardless of the speed of the train, a forestalling valve having a normal position, a manually operable forestalling member, means responsive to momentary operation of said forestalling member for reversing said forestalling valve and holding it in the reversed position for a-given interval of time, and means operating while said forestalling valve is in the reversed position to disconnect said trackway controlled pilot valve from said brake valve and to place said auxiliary pilot valve under the control of the speed of the train.

In testimony whereof I afliX my signature.

LLOYD V. LEWIS. 

